US20180065466A1 - Structure of power train for vehicle - Google Patents
Structure of power train for vehicle Download PDFInfo
- Publication number
- US20180065466A1 US20180065466A1 US15/367,855 US201615367855A US2018065466A1 US 20180065466 A1 US20180065466 A1 US 20180065466A1 US 201615367855 A US201615367855 A US 201615367855A US 2018065466 A1 US2018065466 A1 US 2018065466A1
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- United States
- Prior art keywords
- clutch
- driving motor
- disposed
- actuator
- motor shaft
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/30—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by chargeable mechanical accumulators, e.g. flywheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
- B60K6/405—Housings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
- F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
- F16D23/143—Arrangements or details for the connection between the release bearing and the diaphragm
- F16D23/144—With a disengaging thrust-ring distinct from the release bearing, and secured to the diaphragm
- F16D23/146—Arrangements for the connection between the thrust-ring and the release bearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/04—Fluid-actuated clutches in which the fluid actuates an elastic clutching, i.e. elastic actuating member, e.g. a diaphragm or a pneumatic tube
- F16D25/042—Fluid-actuated clutches in which the fluid actuates an elastic clutching, i.e. elastic actuating member, e.g. a diaphragm or a pneumatic tube the elastic actuating member rotating with the clutch
- F16D25/044—Fluid-actuated clutches in which the fluid actuates an elastic clutching, i.e. elastic actuating member, e.g. a diaphragm or a pneumatic tube the elastic actuating member rotating with the clutch and causing purely axial movement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/42—Clutches or brakes
- B60Y2400/424—Friction clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0653—Hydraulic arrangements for clutch control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0692—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric with two clutches arranged axially without radial overlap
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
- F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/58—Mechanical mechanisms transmitting linear movement
- F16D2125/582—Flexible element, e.g. spring, other than the main force generating element
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2300/00—Special features for couplings or clutches
- F16D2300/26—Cover or bell housings; Details or arrangements thereof
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/912—Drive line clutch
- Y10S903/914—Actuated, e.g. engaged or disengaged by electrical, hydraulic or mechanical means
Definitions
- the present disclosure relates to a structure of powertrain for a vehicle, and more particularly, to a structure of a powertrain composed of a series of parts for transmitting power from an engine.
- a vehicle is equipped with a power source for generating power such as an engine and is also equipped with a powertrain composed of a series of parts for transmitting power from the power source to wheels.
- a powertrain may generally include a clutch and a transmission and is an important part in terms of the performance and design of a vehicle.
- the shape of a powertrain or the space and position occupied by a powertrain has a large influence on the design of a vehicle as an important matter, in regard to designing a vehicle, to reduce the overall length of powertrain and develop an efficient structure.
- the present disclosure has been made keeping in mind the above problems occurring in the related art, and the present disclosure is intended to propose a structure of a powertrain for a vehicle, the structure effectively reducing the overall length of the powertrain and enabling stable and efficient operation of a powertrain in a vehicle equipped with an engine and a driving motor for supplying power.
- a structure of a powertrain for a vehicle includes: a first clutch connecting or disconnecting power from an engine; a driving motor disposed between the first clutch and a transmission, including a stator and a rotor, and having a recess such that a center of a side of the rotor that faces the first clutch concaves toward the transmission; and an actuator at least partially inserted in the recess to operate the first clutch.
- the structure may further include a housing receiving the driving motor and the first clutch therein and having a separation wall separating the driving motor and the first clutch in a compartment structure.
- the separation wall of the housing may be recessed at the center to be inserted in the recess of the rotor and the actuator may be disposed at the center of the separation wall.
- the actuator may be a hydraulic actuator, may have a hydraulic chamber in which a hydraulic pressure is generated by an oil supplied therein, may have a pressing portion that is moved along a motor shaft of the driving motor by the hydraulic pressure generated in the hydraulic chamber to press a leaf spring of the first clutch, and may have a support spring supporting the pressing portion to keep the pressing portion in contact with the leaf spring.
- the structure may further include: a second clutch disposed between the transmission and the driving motor to connect or disconnect power transmitted from the driving motor to the transmission; and a cover separating the second clutch and the driving motor, in which a compartment structure separating the first clutch, the driving motor, and the second clutch may be formed by the separation wall and the cover.
- the center of the cover may be fitted on a motor shaft of the driving motor and a sealing member may be provided to fill the gap between the motor shaft and the cover.
- the structure may further include a second clutch disposed between the transmission and the driving motor to connect or disconnect power transmitted from the driving motor to the transmission, in Which a hole may be formed in a motor shaft of the driving motor and a rotary shaft of the second clutch may be at least partially inserted in the motor shaft.
- the structure may further include a housing receiving the driving motor and the first clutch therein and having a separation wall separating the driving motor and the first clutch in a compartment structure, in which a first bearing supporting the motor shaft may be disposed between the separation wall and the motor shaft and a second bearing supporting the rotary shaft may be disposed between the motor shaft and the rotary shaft of the second clutch.
- a sensor ring may be mounted on a flywheel mounted on a crankshaft of the engine and a position sensor may be disposed in the radial direction of the flywheel to detect the rotational speed of the sensor ring.
- the sensor ring may protrude in the longitudinal direction of the crankshaft from an outer side of the flywheel, and may have a plurality of holes formed at regular intervals.
- a powertrain structure for a vehicle of which the overall length is effectively reduced and that is stably and efficiently operated in a vehicle equipped with an engine and a driving motor for supplying power.
- a recess is formed by making the center of a side that faces the first clutch concave, and the actuator for operating the first clutch is at least partially inserted in the recess, whereby it is possible to effectively reduce the length occupied by the actuator in the entire structure and to reduce the overall length of the powertrain.
- a separation wall is disposed in the housing receiving the driving motor and the first clutch and a cover is disposed between the driving motor and the second clutch, the first clutch, the driving motor, and the second clutch are disposed in the compartment structure, thereby achieving a stable structure.
- the motor shaft of the driving motor passes rough the separation wall and is supported by the first bearing, and since the rotary shaft of the second clutch is partially inserted in the motor shaft and supported by the second bearing, the shafts are stably maintained and the overall length of the powertrain can be effectively reduced.
- FIG. 1 is a view schematically showing a cross-section of the structure of a powertrain for a vehicle according to an embodiment of the present disclosure
- FIG. 2 is an exploded view of the structure of a powertrain for a vehicle according to an embodiment of the present disclosure
- FIG. 3 is a view showing an actuator on a separation wall in the structure of a powertrain for a vehicle according to an embodiment of the present disclosure
- FIG. 4 is a view of the actuator in the structure of a powertrain for a vehicle according to an embodiment of the present disclosure.
- FIG. 5 is a view of a sensor ring on a flywheel in the structure of powertrain for a vehicle according to an embodiment of the present disclosure.
- the structure 100 of a powertrain for a vehicle includes a first clutch 140 for connecting/disconnecting power from an engine 50 ; a driving motor 220 disposed between the first clutch 140 and a transmission 110 , including a stator 230 and a rotor 240 , and having a recess 245 formed toward the transmission 110 in the center of the side facing the first clutch 140 in the rotor 240 ; and an actuator 210 at least partially inserted in the recess 245 to operate the first clutch 140 .
- the first clutch 140 connects/disconnects power from the engine 50 .
- the present disclosure assumes a vehicle equipped with both the engine 50 and the driving motor 220 , the first clutch 140 may be disposed between the engine 50 and the driving motor 220 to connect/disconnect power from the engine 50 .
- the first clutch 140 requires the actuator 210 to operate and it may be a friction clutch including a friction disc 142 and a leaf spring 144 .
- the friction disc 142 of the first clutch 140 of the present disclosure is selectively engaged with a flywheel 160 on a crankshaft 60 of the engine 50 , thereby connecting/disconnecting power from the engine 50 .
- the first clutch 140 may be a constant mesh type in which the friction disc 142 is in mesh with the flywheel 160 before the actuator 210 is operated or may be a constant non-mesh type in which the friction disc 142 is not in mesh with the flywheel 160 before the actuator 210 is operated.
- the first clutch 140 may be a constant mesh type in which the friction disc 142 is engaged with the flywheel 160 by a pressing plate to transmit power, after which they are disengaged when the actuator 210 is operated.
- the driving motor 220 is disposed between the first clutch 140 and the transmission 110 , includes the stator 230 and the rotor 240 , and has the recess 245 formed toward the transmission 110 in the center 127 of the side facing the first clutch 140 in the rotor 240 .
- a motor shaft 247 of the driving motor 220 is fitted in the rotor 240 and the friction disc 142 of the first clutch is fitted on the motor shaft 247 . That is, power from the engine 50 is transmitted to the motor shaft 247 by the first clutch 140 and the motor shaft 247 receives power from the driving motor 220 by rotation of the rotor 240 .
- the power from the engine 50 and the power from the driving motor 220 are combined in the motor shaft 247 , and as will be described below, the combined power is transmitted to a second clutch 270 (to the transmission 110 ).
- the side of the rotor 240 of the driving motor 220 that faces the first clutch 140 is concavely formed, thereby forming the recess 245 .
- the shape of the recess 245 is shown in FIGS. 1 and 2 .
- the motor shaft 247 is fitted through the bottom of the recess 245 , whereby its rotation is limited by the rotor 240 .
- the actuator 210 is at least partially inserted in the recess 245 and operates the first clutch 140 .
- the actuator 210 may be operated in various ways including a hydraulic type or an electric type and is at least partially inserted in the recess 245 .
- the actuator 210 may be fully inserted in the recess 245 before operating.
- the powertrain is long in comparison to other component. It is advantageous to reduce the overall length of the powertrain in terms of spatial efficiency when designing the interior of a vehicle.
- the recess 245 is formed in the rotor 240 , and the actuator 210 for operating the first clutch 140 is inserted in the recess 245 . Therefore, is possible to minimize an increase in the overall length due to the actuator 210 and it is also possible to effectively prevent an increase in the overall length of the powertrain despite the presence of the driving motor 220 .
- FIG. 1 shows a cross-compartment of the powertrain that includes the first clutch 140 , the actuator 210 , and the driving motor 220 .
- FIG. 2 is a perspective view in which the first clutch 140 , the actuator 210 , and the driving motor 220 are separated.
- the structure 100 of a powertrain for a vehicle further includes a housing 120 that contains the driving motor 220 and the first clutch 140 and has an internal compartment structure formed by a separation wall 125 separating the driving motor 220 and the first clutch unit 140 .
- the driving motor 220 and the first clutch 140 are disposed in the housing 120 and the separation wall 125 separating the driving motor 220 and the first clutch 140 is formed in the housing 120 .
- the housing has an internal compartment structure composed of a plurality of separate compartments arranged in a series.
- FIG. 1 shows the first clutch 140 and the driving motor 220 disposed in compartments inside the housing 120 and FIG. 2 shows a portion of the housing 120 having the separation wall 125 .
- FIG. 4 shows the actuator 210 on the separation wall 125 and FIG. 4 is a cross-compartmental view of the separation wall 125 on which the actuator 210 is mounted.
- the housing 120 has the internal compartment structure, it is possible to effectively prevent the movement of materials between the first clutch 140 and the driving motor 220 and structural stability is also greatly improved in an embodiment of the present disclosure. Further, it is possible to prevent the amplification of noise due to the resonance of rotational parts.
- the separation wall 125 of the housing 120 is recessed at the center 127 to be inserted in the recess 245 of the rotor 240 , and the actuator 210 is disposed in the center 127 of the separation wall 125 .
- the separation wall 125 has a side facing the driving motor 220 and the rotor 240 of the driving motor 220 has a recess 245 in the side facing the separation wall 125 .
- the separation wall 125 is positioned with the center 127 inserted in the recess 245 , the center 127 having a shape corresponding to the shape of the recess 245 .
- the actuator 210 is disposed inside the center 127 of the separation wall 125 inserted in the recess 245 , so the actuator 210 is also inserted in the recess 245 , and accordingly, the length to which the actuator 210 protrudes from the driving motor 220 along the motor shaft 247 of the driving motor 220 is greatly reduced.
- the actuator 210 is disposed inside the center 127 of the separation wall 125 fitted in the recess 245 , the length that the actuator 210 protrudes from the driving motor 220 can be reduced, and accordingly, the overall length of the powertrain, including the actuator 210 and the driving motor 220 , can be greatly decreased.
- FIG. 1 shows the separation wall 125 having the recessed center 127
- FIG. 3 shows the state in which the actuator 210 is disposed inside the center 127 of the separation wall 125
- FIG. 4 shows a cross section of the actuator 210 on the separation wall 125 .
- the actuator 210 is a hydraulic type and has a hydraulic chamber 212 in which hydraulic pressure is generated by oil flowing therein. Further, the actuator 210 has a pressing portion 214 that is moved along the motor shaft 247 of the driving motor 220 to press the leaf spring 144 of the first clutch 140 using the hydraulic pressure generated in the hydraulic chamber 212 , and a support spring 216 that keeps the pressing portion 214 in contact with the leaf spring 144 by supporting the pressing portion 214 .
- the actuator 210 is a hydraulic type in an embodiment of the present disclosure.
- the actuator 210 may include a valve for controlling the flow of oil and an oil channel for guiding oil to the actuator 210 may be provided.
- the oil channel may extend from the housing 120 to the actuator 210 and the hydraulic chamber 212 that is filled with oil to generate pressure is formed in the actuator 210 .
- FIG. 4 shows the inside of the actuator 210 .
- the actuator 210 may change in direction along the motor shaft 247 of the driving motor 220 due to the hydraulic pressure that is generated in the hydraulic chamber 212 .
- the pressing portion 214 that is moved by hydraulic pressure to press the leaf spring 144 of the first clutch 140 is formed at the side of the hydraulic chamber 212 that faces the first clutch 140 . Further, the support spring 216 that supports the pressing portion 214 is disposed in the actuator 210 to keep the pressing portion 214 in contact with the side of the leaf spring 144 even before hydraulic pressure is generated and the pressing portion 214 presses the leaf spring 144 .
- the support spring 216 may surround the outer side of the hydraulic chamber 212 , but this may be determined in various ways by engineers depending on the requirements of some design.
- the pressing portion 214 of the actuator 210 is in contact with the leaf spring 144 by the support spring 216 .
- the pressing portion 214 is moved to press the leaf spring 144 by pressure from the hydraulic chamber 212 and the leaf spring 144 that has pressed the friction disc 142 stops pressing the friction disc 142 due to the pressing portion 214 , whereby the friction disc 142 is released.
- the structure 100 of a powertrain for a vehicle further includes: a second clutch 270 disposed between the transmission 110 and the driving motor 220 to connect/disconnect power transmitted from the driving motor 220 to the transmission 110 ; and a cover 250 separating the second clutch 270 and the driving motor 220 , in which the first clutch 140 , the driving motor 220 , and the second clutch 270 are separated by the separation wall 125 and the cover 250 .
- the first clutch 140 is disposed between the engine 50 and the driving motor 220 and the second clutch 270 is disposed between the driving motor 220 and the transmission 110 .
- the engine 50 , the first clutch 140 , the driving motor 220 , the second clutch 270 , and the transmission 110 may be connected in series.
- the separation wall 125 separates the driving motor 220 and the first clutch 140 .
- the cover 250 for separating the driving motor 220 and the second clutch 270 is mounted on the housing 120 , so that a sequential compartment structure is achieved by the separation wall 125 and the cover 250 .
- the first clutch 140 , the driving motor 220 , and the second clutch 270 are separated in respective compartments defined by the separation wall 125 and the cover 250 . Accordingly, because the first clutch 140 , the driving motor 220 , and the second clutch 270 are spatially separated from each other, contaminants cannot move between them, and structural stability is improved.
- a compartment structure in which two adjacent compartments share one side is formed by the separation wall 125 and the cover 250 , and the first clutch 140 , the driving motor 220 , and the second clutch 270 are disposed in the respective compartments, so this structure is advantageous in preventing the movement of contaminants between them and improving structural stability.
- This compartment structure is shown in FIG. 1 .
- the center of the cover 250 is fitted on the motor shaft 247 of the driving motor 220 , and a sealing member 252 is provided to fill the gap between the motor shaft 247 and the cover 250 .
- the cover 250 is coupled to cover the side of the driving motor 220 that faces the second clutch 270 .
- the center of the cover 250 is fitted on the motor shaft 247 of the driving motor 220 , and the center of the rotor 240 of the driving motor 220 (the center of the recess 245 ), which is coupled to the motor shaft 247 , may also be positioned in a hole in the center of the cover 250 together with the motor shaft 247 .
- the hole is formed in the center of the cover 250 , contaminants such as oil can flow in between the second clutch 270 and the driving motor 220 , so that the sealing member 252 is provided to prevent this problem in an embodiment of the present disclosure.
- the sealing member 252 is disposed in the hole in the center of the cover 250 to fill the gap the cover 250 and the motor shaft 247 .
- the sealing member 252 may fill the gap between the hole and the center of the rotor 240 .
- the sealing member 252 for filling the gap is provided to prevent contaminants from moving between the driving motor 220 and the second clutch 270 through the gap formed in the center of the cover 250 .
- FIG. 1 schematically shows a cross-section of the sealing member 252 .
- the structure 100 of a powertrain for a vehicle further includes the second clutch 270 disposed between the transmission 110 and the driving motor 220 to connect/disconnect the power transmitted from the driving motor 220 to the transmission, in which the motor shaft 247 of the driving motor 220 is a hollow shaft and a rotary shaft 277 of the second clutch 270 is at least partially inserted in the motor shaft 247 .
- the second clutch 270 connects/disconnects power transmitted from the driving motor 220 to the transmission 110 (the power may include both of the power from the engine 50 and the power from the driving motor 220 ).
- the second clutch 270 may be one of various types of clutches, such as a hydraulic type or a friction-disc type.
- the second clutch 270 similar to the embodiment of the first clutch 140 , may be a friction clutch including a friction disc, or may be a dual clutch including two friction discs.
- the motor shaft 247 faces the second clutch 270 through the cover 250 and a hole is formed in the end facing the second clutch 270 . Further, the rotary shaft 277 on which a friction disc is fitted in the second clutch is disposed such that at least a portion of the end facing the motor shaft 247 is inserted in the motor shaft 247 .
- the rotary shaft 277 of the second clutch 270 is inserted and supported in the motor shaft 247 . Accordingly, there is no specific section for supporting the rotary shaft 277 of the second clutch 270 , so that the overall length of the powertrain for a vehicle according to an embodiment of the present disclosure is reduced.
- a portion of the rotary shaft 277 of the second clutch 270 is inserted in the hole of the motor shaft 247 of the driving motor 220 , whereby a support section is not visible and the overall length is reduced.
- the structure 100 of a powertrain for a vehicle further includes the housing 120 receiving the driving motor 220 and the first clutch 140 and having a compartment structure formed by the separation wall 125 separating the driving motor 220 and the first clutch 140 , in which a first bearing supporting the motor shaft 247 is disposed between the separation wall 125 and the motor shaft 247 and a second bearing supporting the rotary shaft 277 is disposed between the motor shaft 247 and the rotary shaft 277 of the second clutch 270 .
- the motor shaft 247 that passes through the center 127 of the separation wall 125 in the housing 120 is supported by the first bearing disposed between the separation wall 125 and the motor shaft 247 . Accordingly, the motor shaft 247 and the rotor 240 of the driving motor 220 can be stably fixed in place.
- the second bearing is disposed between the rotary shaft 277 inserted in the motor shaft 247 of the second clutch 270 and the inner side of the motor shaft 247 , thereby stably supporting the rotary shaft 277 of the second clutch 270 that is a rotary body.
- the first bearing is disposed between the motor shaft 247 and the separation wall 125 and the second bearing is disposed between the inner side of the motor shaft 247 and the rotary shaft 277 of the second clutch 270 , structural stability is improved even without a specific support section for supporting the motor shaft 247 or the rotary shaft 277 , so that the overall length of the powertrain can be reduced.
- the first bearing supporting the motor shaft 247 and the second bearing supporting the rotary shaft 277 of the second clutch are shown in FIG. 1 .
- a sensor ring 162 is mounted on a flywheel 160 mounted on a crankshaft 60 of the engine 50 and a position sensor 166 is disposed on the flywheel 160 to detect the rotational speed of the sensor ring 162 .
- the friction disc 142 of the first clutch 140 is engaged with and disengaged from the flywheel 160 .
- the flywheel 160 is mounted on the crankshaft 60 of the engine 50 , and the sensor ring 162 and the position sensor 166 are provided in an embodiment of the present disclosure to detect the rotational speed of the flywheel 160 .
- the flywheel 160 may have teeth around the outer side to be easily rotated by a starter motor when a vehicle is started. Accordingly, holes may be formed at regular intervals in a flat side of the flywheel 160 to detect the rotational speed of the flywheel 160 and the position sensor 166 (for example, a hole sensor) may be disposed on the front side or the rear side of the flywheel 160 .
- the position sensor 166 for example, a hole sensor
- FIG. 1 The sensor ring 162 mounted around the outer side of the flywheel 160 is shown in FIG. 1 and the flywheel 160 equipped with the sensor ring 162 is shown in FIG. 2 .
- FIG. 5 schematically shows the flywheel 160 equipped with the sensor ring 162 and the position of the position sensor 166 .
- the sensor ring 162 protrudes in the longitudinal direction of the crankshaft 60 from the outer side of the flywheel 160 and a plurality of holes is formed at regular intervals.
- the sensor ring 162 is mounted on the outer side of the flywheel 160 without teeth in an embodiment of the present disclosure.
- the sensor ring 162 extends in the longitudinal direction of the crankshaft 60 from the outer side of the flywheel 160 .
- the sensor ring 162 is separately manufactured and then mounted around the outer side of the flywheel 160 .
- the shape or the coupling relationship of the sensor ring 162 may be determined in various ways by common engineers.
- the sensor ring 162 has holes formed at regular intervals and the position sensor 166 may measure the rotational speed of the flywheel 160 by measuring the positions of the holes while the flywheel 160 is rotated.
- the sensor ring 162 is mounted on the cuter side of the flywheel 160 and the position sensor 166 is mounted in the radial direction of the flywheel 160 in an embodiment of the present disclosure, whereby it is possible to reduce the overall length of the powertrain.
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Abstract
Description
- The present application claims the benefit of priority to Korean Patent Application No. 10-2016-0115748, filed Sep. 8, 2016, the entire content of which is incorporated herein for all purposes by this reference.
- The present disclosure relates to a structure of powertrain for a vehicle, and more particularly, to a structure of a powertrain composed of a series of parts for transmitting power from an engine.
- A vehicle is equipped with a power source for generating power such as an engine and is also equipped with a powertrain composed of a series of parts for transmitting power from the power source to wheels.
- A powertrain may generally include a clutch and a transmission and is an important part in terms of the performance and design of a vehicle.
- In particular, the shape of a powertrain or the space and position occupied by a powertrain has a large influence on the design of a vehicle as an important matter, in regard to designing a vehicle, to reduce the overall length of powertrain and develop an efficient structure.
- The description provided above as a related art of the present disclosure is only for helping understanding the background of the present disclosure and should not be construed as being included in the related art known by those skilled in the art.
- The foregoing is intended merely to aid in the understanding of the background of the present disclosure, and is not intended to mean that the present disclosure falls within the purview of the related art that is already known to those skilled in the art.
- The present disclosure has been made keeping in mind the above problems occurring in the related art, and the present disclosure is intended to propose a structure of a powertrain for a vehicle, the structure effectively reducing the overall length of the powertrain and enabling stable and efficient operation of a powertrain in a vehicle equipped with an engine and a driving motor for supplying power.
- According to one exemplary embodiment of the present disclosure, a structure of a powertrain for a vehicle, the structure includes: a first clutch connecting or disconnecting power from an engine; a driving motor disposed between the first clutch and a transmission, including a stator and a rotor, and having a recess such that a center of a side of the rotor that faces the first clutch concaves toward the transmission; and an actuator at least partially inserted in the recess to operate the first clutch.
- The structure may further include a housing receiving the driving motor and the first clutch therein and having a separation wall separating the driving motor and the first clutch in a compartment structure.
- The separation wall of the housing may be recessed at the center to be inserted in the recess of the rotor and the actuator may be disposed at the center of the separation wall.
- The actuator may be a hydraulic actuator, may have a hydraulic chamber in which a hydraulic pressure is generated by an oil supplied therein, may have a pressing portion that is moved along a motor shaft of the driving motor by the hydraulic pressure generated in the hydraulic chamber to press a leaf spring of the first clutch, and may have a support spring supporting the pressing portion to keep the pressing portion in contact with the leaf spring.
- The structure may further include: a second clutch disposed between the transmission and the driving motor to connect or disconnect power transmitted from the driving motor to the transmission; and a cover separating the second clutch and the driving motor, in which a compartment structure separating the first clutch, the driving motor, and the second clutch may be formed by the separation wall and the cover.
- The center of the cover may be fitted on a motor shaft of the driving motor and a sealing member may be provided to fill the gap between the motor shaft and the cover.
- The structure may further include a second clutch disposed between the transmission and the driving motor to connect or disconnect power transmitted from the driving motor to the transmission, in Which a hole may be formed in a motor shaft of the driving motor and a rotary shaft of the second clutch may be at least partially inserted in the motor shaft.
- The structure may further include a housing receiving the driving motor and the first clutch therein and having a separation wall separating the driving motor and the first clutch in a compartment structure, in which a first bearing supporting the motor shaft may be disposed between the separation wall and the motor shaft and a second bearing supporting the rotary shaft may be disposed between the motor shaft and the rotary shaft of the second clutch.
- A sensor ring may be mounted on a flywheel mounted on a crankshaft of the engine and a position sensor may be disposed in the radial direction of the flywheel to detect the rotational speed of the sensor ring.
- The sensor ring may protrude in the longitudinal direction of the crankshaft from an outer side of the flywheel, and may have a plurality of holes formed at regular intervals.
- According to the structure of a powertrain for a vehicle, it is possible to provide a powertrain structure for a vehicle of which the overall length is effectively reduced and that is stably and efficiently operated in a vehicle equipped with an engine and a driving motor for supplying power.
- In particular, in the driving motor including a stator and a rotor, a recess is formed by making the center of a side that faces the first clutch concave, and the actuator for operating the first clutch is at least partially inserted in the recess, whereby it is possible to effectively reduce the length occupied by the actuator in the entire structure and to reduce the overall length of the powertrain.
- Further, since a separation wall is disposed in the housing receiving the driving motor and the first clutch and a cover is disposed between the driving motor and the second clutch, the first clutch, the driving motor, and the second clutch are disposed in the compartment structure, thereby achieving a stable structure.
- Further, since the motor shaft of the driving motor passes rough the separation wall and is supported by the first bearing, and since the rotary shaft of the second clutch is partially inserted in the motor shaft and supported by the second bearing, the shafts are stably maintained and the overall length of the powertrain can be effectively reduced.
- The above and other objects, features and other advantages of the present disclosure will be more clearly understood from the following detailed description when taken in conjunction with the accompanying drawings, in which:
-
FIG. 1 is a view schematically showing a cross-section of the structure of a powertrain for a vehicle according to an embodiment of the present disclosure; -
FIG. 2 is an exploded view of the structure of a powertrain for a vehicle according to an embodiment of the present disclosure; -
FIG. 3 is a view showing an actuator on a separation wall in the structure of a powertrain for a vehicle according to an embodiment of the present disclosure; -
FIG. 4 is a view of the actuator in the structure of a powertrain for a vehicle according to an embodiment of the present disclosure; and -
FIG. 5 is a view of a sensor ring on a flywheel in the structure of powertrain for a vehicle according to an embodiment of the present disclosure. - Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
- The
structure 100 of a powertrain for a vehicle according to the present disclosure, as shown inFIGS. 1 and 2 , includes afirst clutch 140 for connecting/disconnecting power from anengine 50; adriving motor 220 disposed between thefirst clutch 140 and atransmission 110, including astator 230 and arotor 240, and having arecess 245 formed toward thetransmission 110 in the center of the side facing thefirst clutch 140 in therotor 240; and anactuator 210 at least partially inserted in therecess 245 to operate thefirst clutch 140. - In detail, the
first clutch 140 connects/disconnects power from theengine 50. Although the present disclosure assumes a vehicle equipped with both theengine 50 and thedriving motor 220, thefirst clutch 140 may be disposed between theengine 50 and the drivingmotor 220 to connect/disconnect power from theengine 50. - The
first clutch 140 requires theactuator 210 to operate and it may be a friction clutch including afriction disc 142 and aleaf spring 144. As will be described below, thefriction disc 142 of thefirst clutch 140 of the present disclosure is selectively engaged with aflywheel 160 on acrankshaft 60 of theengine 50, thereby connecting/disconnecting power from theengine 50. - The
first clutch 140 may be a constant mesh type in which thefriction disc 142 is in mesh with theflywheel 160 before theactuator 210 is operated or may be a constant non-mesh type in which thefriction disc 142 is not in mesh with theflywheel 160 before theactuator 210 is operated. - The
first clutch 140 may be a constant mesh type in which thefriction disc 142 is engaged with theflywheel 160 by a pressing plate to transmit power, after which they are disengaged when theactuator 210 is operated. - The
driving motor 220 is disposed between thefirst clutch 140 and thetransmission 110, includes thestator 230 and therotor 240, and has therecess 245 formed toward thetransmission 110 in thecenter 127 of the side facing thefirst clutch 140 in therotor 240. - In detail, a
motor shaft 247 of thedriving motor 220 is fitted in therotor 240 and thefriction disc 142 of the first clutch is fitted on themotor shaft 247. That is, power from theengine 50 is transmitted to themotor shaft 247 by thefirst clutch 140 and themotor shaft 247 receives power from the drivingmotor 220 by rotation of therotor 240. - As a result, the power from the
engine 50 and the power from thedriving motor 220 are combined in themotor shaft 247, and as will be described below, the combined power is transmitted to a second clutch 270 (to the transmission 110). - The side of the
rotor 240 of thedriving motor 220 that faces thefirst clutch 140 is concavely formed, thereby forming therecess 245. The shape of therecess 245 is shown inFIGS. 1 and 2 . Further, as shown inFIGS. 1 and 2 , themotor shaft 247 is fitted through the bottom of therecess 245, whereby its rotation is limited by therotor 240. - The
actuator 210 is at least partially inserted in therecess 245 and operates thefirst clutch 140. Theactuator 210 may be operated in various ways including a hydraulic type or an electric type and is at least partially inserted in therecess 245. Theactuator 210 may be fully inserted in therecess 245 before operating. - In the
structure 100 of a powertrain for a vehicle, since various parts for transmitting power are disposed, the powertrain is long in comparison to other component. It is advantageous to reduce the overall length of the powertrain in terms of spatial efficiency when designing the interior of a vehicle. - That is, according to the present disclosure, the
recess 245 is formed in therotor 240, and theactuator 210 for operating thefirst clutch 140 is inserted in therecess 245. Therefore, is possible to minimize an increase in the overall length due to theactuator 210 and it is also possible to effectively prevent an increase in the overall length of the powertrain despite the presence of the drivingmotor 220. -
FIG. 1 shows a cross-compartment of the powertrain that includes thefirst clutch 140, theactuator 210, and thedriving motor 220.FIG. 2 is a perspective view in which thefirst clutch 140, theactuator 210, and thedriving motor 220 are separated. - As shown in
FIGS. 1 to 4 , thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure further includes ahousing 120 that contains thedriving motor 220 and thefirst clutch 140 and has an internal compartment structure formed by aseparation wall 125 separating thedriving motor 220 and thefirst clutch unit 140. - In detail, the
driving motor 220 and thefirst clutch 140 are disposed in thehousing 120 and theseparation wall 125 separating thedriving motor 220 and thefirst clutch 140 is formed in thehousing 120. Accordingly, the housing has an internal compartment structure composed of a plurality of separate compartments arranged in a series. -
FIG. 1 shows thefirst clutch 140 and thedriving motor 220 disposed in compartments inside thehousing 120 andFIG. 2 shows a portion of thehousing 120 having theseparation wall 125.FIG. 4 shows theactuator 210 on theseparation wall 125 andFIG. 4 is a cross-compartmental view of theseparation wall 125 on which theactuator 210 is mounted. - Since the
housing 120 has the internal compartment structure, it is possible to effectively prevent the movement of materials between thefirst clutch 140 and the drivingmotor 220 and structural stability is also greatly improved in an embodiment of the present disclosure. Further, it is possible to prevent the amplification of noise due to the resonance of rotational parts. - On the other hand, as shown in
FIGS. 1, 3, and 4 , in thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure, theseparation wall 125 of thehousing 120 is recessed at thecenter 127 to be inserted in therecess 245 of therotor 240, and theactuator 210 is disposed in thecenter 127 of theseparation wall 125. - In detail, the
separation wall 125 has a side facing the drivingmotor 220 and therotor 240 of the drivingmotor 220 has arecess 245 in the side facing theseparation wall 125. Theseparation wall 125 is positioned with thecenter 127 inserted in therecess 245, thecenter 127 having a shape corresponding to the shape of therecess 245. - The
actuator 210 is disposed inside thecenter 127 of theseparation wall 125 inserted in therecess 245, so theactuator 210 is also inserted in therecess 245, and accordingly, the length to which theactuator 210 protrudes from the drivingmotor 220 along themotor shaft 247 of the drivingmotor 220 is greatly reduced. - Therefore, according to an embodiment of the present disclosure, since the
actuator 210 is disposed inside thecenter 127 of theseparation wall 125 fitted in therecess 245, the length that theactuator 210 protrudes from the drivingmotor 220 can be reduced, and accordingly, the overall length of the powertrain, including theactuator 210 and the drivingmotor 220, can be greatly decreased. -
FIG. 1 shows theseparation wall 125 having the recessedcenter 127,FIG. 3 shows the state in which theactuator 210 is disposed inside thecenter 127 of theseparation wall 125, andFIG. 4 shows a cross section of theactuator 210 on theseparation wall 125. - As shown in
FIG. 4 , in thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure, theactuator 210 is a hydraulic type and has ahydraulic chamber 212 in which hydraulic pressure is generated by oil flowing therein. Further, theactuator 210 has apressing portion 214 that is moved along themotor shaft 247 of the drivingmotor 220 to press theleaf spring 144 of thefirst clutch 140 using the hydraulic pressure generated in thehydraulic chamber 212, and asupport spring 216 that keeps thepressing portion 214 in contact with theleaf spring 144 by supporting thepressing portion 214. - In detail, the
actuator 210 is a hydraulic type in an embodiment of the present disclosure. Theactuator 210 may include a valve for controlling the flow of oil and an oil channel for guiding oil to theactuator 210 may be provided. - The oil channel may extend from the
housing 120 to theactuator 210 and thehydraulic chamber 212 that is filled with oil to generate pressure is formed in theactuator 210. -
FIG. 4 shows the inside of theactuator 210. Theactuator 210 may change in direction along themotor shaft 247 of the drivingmotor 220 due to the hydraulic pressure that is generated in thehydraulic chamber 212. - The
pressing portion 214 that is moved by hydraulic pressure to press theleaf spring 144 of thefirst clutch 140 is formed at the side of thehydraulic chamber 212 that faces thefirst clutch 140. Further, thesupport spring 216 that supports thepressing portion 214 is disposed in theactuator 210 to keep thepressing portion 214 in contact with the side of theleaf spring 144 even before hydraulic pressure is generated and thepressing portion 214 presses theleaf spring 144. - The
support spring 216 may surround the outer side of thehydraulic chamber 212, but this may be determined in various ways by engineers depending on the requirements of some design. - As a result, in an embodiment of the present disclosure, the
pressing portion 214 of theactuator 210 is in contact with theleaf spring 144 by thesupport spring 216. When hydraulic pressure is generated in thehydraulic chamber 212 to operate thefirst clutch 140, thepressing portion 214 is moved to press theleaf spring 144 by pressure from thehydraulic chamber 212 and theleaf spring 144 that has pressed thefriction disc 142 stops pressing thefriction disc 142 due to thepressing portion 214, whereby thefriction disc 142 is released. - The
structure 100 of a powertrain for a vehicle according to the present disclosure, as shown inFIG. 1 , further includes: asecond clutch 270 disposed between thetransmission 110 and the drivingmotor 220 to connect/disconnect power transmitted from the drivingmotor 220 to thetransmission 110; and acover 250 separating thesecond clutch 270 and the drivingmotor 220, in which thefirst clutch 140, the drivingmotor 220, and thesecond clutch 270 are separated by theseparation wall 125 and thecover 250. - In detail, the
first clutch 140 is disposed between theengine 50 and the drivingmotor 220 and thesecond clutch 270 is disposed between the drivingmotor 220 and thetransmission 110. Theengine 50, thefirst clutch 140, the drivingmotor 220, thesecond clutch 270, and thetransmission 110 may be connected in series. - As described above, in an embodiment of the present disclosure, the
separation wall 125 separates the drivingmotor 220 and thefirst clutch 140. However, in the embodiment, thecover 250 for separating the drivingmotor 220 and thesecond clutch 270 is mounted on thehousing 120, so that a sequential compartment structure is achieved by theseparation wall 125 and thecover 250. - The
first clutch 140, the drivingmotor 220, and thesecond clutch 270 are separated in respective compartments defined by theseparation wall 125 and thecover 250. Accordingly, because thefirst clutch 140, the drivingmotor 220, and thesecond clutch 270 are spatially separated from each other, contaminants cannot move between them, and structural stability is improved. - As a result, in an embodiment of the present disclosure, a compartment structure in which two adjacent compartments share one side is formed by the
separation wall 125 and thecover 250, and thefirst clutch 140, the drivingmotor 220, and thesecond clutch 270 are disposed in the respective compartments, so this structure is advantageous in preventing the movement of contaminants between them and improving structural stability. This compartment structure is shown inFIG. 1 . - Further, as shown in
FIG. 1 , in thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure, the center of thecover 250 is fitted on themotor shaft 247 of the drivingmotor 220, and a sealingmember 252 is provided to fill the gap between themotor shaft 247 and thecover 250. - In detail, the
cover 250 is coupled to cover the side of the drivingmotor 220 that faces thesecond clutch 270. The center of thecover 250 is fitted on themotor shaft 247 of the drivingmotor 220, and the center of therotor 240 of the driving motor 220 (the center of the recess 245), which is coupled to themotor shaft 247, may also be positioned in a hole in the center of thecover 250 together with themotor shaft 247. - Since the hole is formed in the center of the
cover 250, contaminants such as oil can flow in between thesecond clutch 270 and the drivingmotor 220, so that the sealingmember 252 is provided to prevent this problem in an embodiment of the present disclosure. - The sealing
member 252 is disposed in the hole in the center of thecover 250 to fill the gap thecover 250 and themotor shaft 247. When a portion of the center portion of therotor 240 is positioned in the hole of thecover 250 together with themotor shaft 247, the sealingmember 252 may fill the gap between the hole and the center of therotor 240. - As a result, in an embodiment of the present disclosure, the sealing
member 252 for filling the gap is provided to prevent contaminants from moving between the drivingmotor 220 and thesecond clutch 270 through the gap formed in the center of thecover 250. -
FIG. 1 schematically shows a cross-section of the sealingmember 252. - As shown in
FIG. 1 , thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure further includes thesecond clutch 270 disposed between thetransmission 110 and the drivingmotor 220 to connect/disconnect the power transmitted from the drivingmotor 220 to the transmission, in which themotor shaft 247 of the drivingmotor 220 is a hollow shaft and arotary shaft 277 of thesecond clutch 270 is at least partially inserted in themotor shaft 247. - In detail, the
second clutch 270 connects/disconnects power transmitted from the drivingmotor 220 to the transmission 110 (the power may include both of the power from theengine 50 and the power from the driving motor 220). - The
second clutch 270 may be one of various types of clutches, such as a hydraulic type or a friction-disc type. Thesecond clutch 270, similar to the embodiment of thefirst clutch 140, may be a friction clutch including a friction disc, or may be a dual clutch including two friction discs. - The
motor shaft 247 faces thesecond clutch 270 through thecover 250 and a hole is formed in the end facing thesecond clutch 270. Further, therotary shaft 277 on which a friction disc is fitted in the second clutch is disposed such that at least a portion of the end facing themotor shaft 247 is inserted in themotor shaft 247. - That is, the
rotary shaft 277 of thesecond clutch 270 is inserted and supported in themotor shaft 247. Accordingly, there is no specific section for supporting therotary shaft 277 of thesecond clutch 270, so that the overall length of the powertrain for a vehicle according to an embodiment of the present disclosure is reduced. - Referring to
FIG. 1 , a portion of therotary shaft 277 of thesecond clutch 270 is inserted in the hole of themotor shaft 247 of the drivingmotor 220, whereby a support section is not visible and the overall length is reduced. - As shown in
FIG. 1 , thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure further includes thehousing 120 receiving the drivingmotor 220 and thefirst clutch 140 and having a compartment structure formed by theseparation wall 125 separating the drivingmotor 220 and thefirst clutch 140, in which a first bearing supporting themotor shaft 247 is disposed between theseparation wall 125 and themotor shaft 247 and a second bearing supporting therotary shaft 277 is disposed between themotor shaft 247 and therotary shaft 277 of thesecond clutch 270. - In detail, the
motor shaft 247 that passes through thecenter 127 of theseparation wall 125 in thehousing 120 is supported by the first bearing disposed between theseparation wall 125 and themotor shaft 247. Accordingly, themotor shaft 247 and therotor 240 of the drivingmotor 220 can be stably fixed in place. - Further, the second bearing is disposed between the
rotary shaft 277 inserted in themotor shaft 247 of thesecond clutch 270 and the inner side of themotor shaft 247, thereby stably supporting therotary shaft 277 of thesecond clutch 270 that is a rotary body. - As a result, in embodiment of the present disclosure, since the first bearing is disposed between the
motor shaft 247 and theseparation wall 125 and the second bearing is disposed between the inner side of themotor shaft 247 and therotary shaft 277 of thesecond clutch 270, structural stability is improved even without a specific support section for supporting themotor shaft 247 or therotary shaft 277, so that the overall length of the powertrain can be reduced. - The first bearing supporting the
motor shaft 247 and the second bearing supporting therotary shaft 277 of the second clutch are shown inFIG. 1 . - On the other hand, as shown in
FIGS. 1, 2, and 5 , in thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure, asensor ring 162 is mounted on aflywheel 160 mounted on acrankshaft 60 of theengine 50 and a position sensor 166 is disposed on theflywheel 160 to detect the rotational speed of thesensor ring 162. - In detail, in an embodiment of the present disclosure, the
friction disc 142 of thefirst clutch 140 is engaged with and disengaged from theflywheel 160. Theflywheel 160 is mounted on thecrankshaft 60 of theengine 50, and thesensor ring 162 and the position sensor 166 are provided in an embodiment of the present disclosure to detect the rotational speed of theflywheel 160. - The
flywheel 160 may have teeth around the outer side to be easily rotated by a starter motor when a vehicle is started. Accordingly, holes may be formed at regular intervals in a flat side of theflywheel 160 to detect the rotational speed of theflywheel 160 and the position sensor 166 (for example, a hole sensor) may be disposed on the front side or the rear side of theflywheel 160. - However, in an embodiment of the present disclosure, it is possible to rotate the
crankshaft 60 of the engine using the drivingmotor 220 instead of a starter motor when starting a vehicle. Accordingly, it is possible to reduce the overall length by disposing thesensor ring 162 on the outer side, removing teeth from the outer side of theflywheel 160, and positioning the position sensor 166 in the radial direction of theflywheel 160. - The
sensor ring 162 mounted around the outer side of theflywheel 160 is shown inFIG. 1 and theflywheel 160 equipped with thesensor ring 162 is shown inFIG. 2 .FIG. 5 schematically shows theflywheel 160 equipped with thesensor ring 162 and the position of the position sensor 166. - As shown in
FIG. 5 , in thestructure 100 of a powertrain for a vehicle according to an embodiment of the present disclosure, thesensor ring 162 protrudes in the longitudinal direction of thecrankshaft 60 from the outer side of theflywheel 160 and a plurality of holes is formed at regular intervals. - In detail, as described above, the
sensor ring 162 is mounted on the outer side of theflywheel 160 without teeth in an embodiment of the present disclosure. Thesensor ring 162 extends in the longitudinal direction of thecrankshaft 60 from the outer side of theflywheel 160. InFIG. 5 , thesensor ring 162 is separately manufactured and then mounted around the outer side of theflywheel 160. However, the shape or the coupling relationship of thesensor ring 162 may be determined in various ways by common engineers. - Further, the
sensor ring 162 has holes formed at regular intervals and the position sensor 166 may measure the rotational speed of theflywheel 160 by measuring the positions of the holes while theflywheel 160 is rotated. - Therefore, the
sensor ring 162 is mounted on the cuter side of theflywheel 160 and the position sensor 166 is mounted in the radial direction of theflywheel 160 in an embodiment of the present disclosure, whereby it is possible to reduce the overall length of the powertrain. - Although the present disclosure has been described with reference to specific embodiments shown in the drawings, it will be apparent to those skilled in the art that the present disclosure may be changed and modified in various ways without departing from the scope of the present disclosure, which is described in the following claims.
Claims (10)
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KR20210142415A (en) * | 2020-05-18 | 2021-11-25 | 현대트랜시스 주식회사 | Dual clutch device |
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KR19980022515A (en) | 1996-09-23 | 1998-07-06 | 김영귀 | Crank angle sensing device for automotive engine ring gear |
KR200157168Y1 (en) | 1996-10-28 | 1999-09-15 | 전주범 | A chucking device for testing disc |
KR20060079683A (en) | 2005-01-03 | 2006-07-06 | 현대자동차주식회사 | Vehicle power train mounting structure |
US7240751B2 (en) | 2005-05-09 | 2007-07-10 | Ford Global Technologies, Llc | Dual rotor motor for a hybrid vehicle transmission |
WO2007102762A1 (en) * | 2006-03-09 | 2007-09-13 | Volvo Technology Corporation | Hybrid powertrain |
KR100765611B1 (en) | 2006-08-10 | 2007-10-09 | 현대자동차주식회사 | Hybrid train powertrain |
KR100836362B1 (en) | 2006-10-13 | 2008-06-09 | 현대자동차주식회사 | Parallel Hybrid Power Transmission Structure |
KR100908168B1 (en) | 2007-11-22 | 2009-07-16 | 현대자동차주식회사 | Bearing Lubricant Supply Device of Transmission for Hybrid Vehicle |
JP5533247B2 (en) * | 2010-05-20 | 2014-06-25 | 日産自動車株式会社 | Driving force transmission device |
DE112012001990A5 (en) * | 2011-05-05 | 2014-02-20 | Schaeffler Technologies AG & Co. KG | Torque-transmitting device |
KR101836528B1 (en) | 2012-12-06 | 2018-03-08 | 현대자동차주식회사 | Control method for hybrid vehicle with dct |
KR20140105227A (en) | 2013-02-22 | 2014-09-01 | 현대자동차주식회사 | Driving apparatus for hybrid vehicle |
JP6257419B2 (en) * | 2014-04-01 | 2018-01-10 | アイシン・エィ・ダブリュ株式会社 | Vehicle drive device |
KR102166708B1 (en) | 2015-02-25 | 2020-10-19 | 현대자동차주식회사 | Power transmission device for hev |
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KR20210142415A (en) * | 2020-05-18 | 2021-11-25 | 현대트랜시스 주식회사 | Dual clutch device |
KR102464637B1 (en) | 2020-05-18 | 2022-11-07 | 현대트랜시스 주식회사 | Dual clutch device |
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